JPS63246428A - Control unit for internal combustion engine - Google Patents

Abstract

PURPOSE:To control with the proper acceleration pattern in response to the driving skill, traveling condition, etc., by storing multiple acceleration patterns in a driving characteristic target value generator and selectively outputting them. CONSTITUTION:One model in response to the driving state is selected among linear models of an engine 6, and the linear model is modified based on the deviation with the value delayed by the wasteful time factor 7 on the estimated value obtained from the linear model 1. Multiple acceleration patterns are stored in a standard acceleration pattern memory unit 4, one acceleration pattern is selected and outputted by a target value generator 3 in response to the driving state. The estimated quantity of the state variable is determined by a state observing unit 2, and the optimum control value is outputted from a control unit 5 based on it.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a control device for an internal combustion engine such as an automobile engine, and particularly to a control device suitable for improving drivability, ride comfort, etc. with respect to acceleration. .

[Conventional technology]

In the field of the automobile industry, improvements in fuel economy, exhaust purification, etc. have been required as social interest in environmental conservation and energy resource conservation by preventing air pollution has increased. On the other hand, drivability.

In recent years, there has been a strong demand for improved performance as a man-machine system, such as ride comfort. For this reason, the development of a control device that comprehensively controls the operating state of an automobile gasoline engine and achieves the required performance improvement is widely underway. In other words, [Problem to be solved by the invention] In the conventional engine control described above, no active measures are taken for target value follow-up control of the rotation speed in the sense of improving drivability in terms of acceleration. 1) No consideration was given to the ergonomics of acceleration and ride comfort.

For this reason, mechanical conditions such as the top and bottom of the driving road surface, curvature, and load, as well as temperature, rain, rain, and snowfall.

Driving styles that suit environmental conditions such as visibility, as well as driving conditions such as on expressways, urban areas, and congested roads;
The responsiveness and manner of acceleration and deceleration are all partially determined by the driver's knowledge, know-how, and driving technique, which can sometimes result in unpleasant longitudinal acceleration, sudden acceleration, uneven driving, etc. However, there was a strong demand for improvement from the viewpoint of ride comfort.

Conventional control methods do not take into consideration the issue of sufficiently suppressing the deterioration of exhaust gas during transient operating conditions where engine operating conditions change rapidly. generates harmful ingredients,
There is a problem in that it tends to cause deterioration of exhaust gas.

SUMMARY OF THE INVENTION An object of the present invention is to provide a control device for an internal combustion engine that can obtain an appropriate acceleration pattern depending on the driving skill characteristics of each driver, driving conditions, and the like.

[Means for solving problems]

In order to solve the above problems, the present invention provides a sensor that detects the operating state of each part of an internal combustion engine, a target value generator that generates a preset operating characteristic target value, and a sensor that detects the operating state detection value and the operating characteristic. In the control device for an internal combustion engine, the controller outputs an operation control signal based on a target value, and the target value generator stores a plurality of mutually different acceleration patterns in advance and can selectively output them. It is characterized by being equipped with an acceleration pattern memory.

A microcomputer is used to capture signals from sensors that extract various data representing the operating status of the engine, such as the cooling water temperature sensor and the 02 sensor that detects the presence or absence of oxygen in exhaust gas. Various controls such as fuel supply amount, ignition timing, idle speed, and exhaust gas recirculation amount are performed to ensure that the optimum engine operating condition is always obtained. Electronic engine control device (hereinafter referred to as E
EC) has come into use.

An example of a system in which such EEC is applied to a fuel injection type internal combustion engine is proposed in Japanese Patent Application Laid-Open No. 134721/1982, and this conventional example will be explained with reference to FIGS. 3 and 4.

FIG. 3 is a partial sectional view schematically showing the entire engine control system. In the figure, intake air is supplied to the air cleaner 92. Throttle chamber 94. Passes through the intake pipe 96 and enters the cylinder 9
8. The gas burned within the cylinder 98 passes through the exhaust pipe 70 from the cylinder 98 and is discharged into the atmosphere.

The throttle chamber 94 is provided with an injector 72 for injecting fuel.
The fuel ejected from the throttle chamber 94 is atomized within the air passage of the throttle chamber 94, and mixed with intake air to form a mixture.
This air-fuel mixture passes through the intake pipe 96 and is supplied to the combustion chamber of the cylinder 98 when the intake valve 20 is opened.

A throttle valve 74 is provided near the outlet of the injector 72. The throttle valve 74 is configured to be mechanically interlocked with the accelerator pedal and is driven by the driver.

An air passage 22 is provided upstream of the throttle valve 74 of the throttle chamber 94, and a hot wire air flow meter made of an electric heating element, that is, a flow rate sensor 24 is disposed in the air passage 22, and the flow rate sensor 24 is arranged in accordance with the air flow rate. An electrical signal AF that changes as the signal changes is extracted. Since the flow rate sensor 24 made of this heating element (hot wire) is installed in the bypass air passage 22, it is protected from high-temperature gas generated during bank fire from the cylinder 8, and is also contaminated by dust in the intake air. It is also protected from being attacked. The outlet of this bypass air passage 22 is opened near the narrowest part of the venturi,
Its inlet is opened on the upstream side of the venturi.

The injector 72 is constantly supplied with pressurized fuel from the fuel tank 30 via the fuel pump 32, and when an injection signal from the control circuit 60 is given to the injector 72, the fuel flows from the injector 72 into the suction pipe 6. Fuel is injected.

The air-fuel mixture taken in through the intake valve 20 is compressed by the piston 50 and combusted by a spark from a spark plug (not shown), and this combustion is converted into kinetic energy. The cylinder 98 is cooled by the cooling water 54. The temperature of this cooling water is measured by a water temperature sensor 56, and this measured value TW is used as the engine temperature.

The exhaust pipe 70 is provided with an 02 sensor 142, which measures the presence or absence of 02 in the exhaust gas and outputs a measured value λ.

In addition, the crankshaft (not shown) is attached at each reference crank angle and at a certain angle (for example, 0.5
A crank angle sensor is provided that outputs a reference angle signal and a position signal for each angle (degrees).

The output of the crank angle sensor, the output signal TW of the water temperature sensor 56, the output signal λ of the 02 sensor 142, and the heating element 24
The electric signal AF from the injector 72 and the ignition coil are driven by the output of a control circuit 60 consisting of a microcomputer or the like.

Further, the throttle chamber 4 is provided with a bypass 26 that communicates with the intake pipe 96 across the throttle valve 74, and this bypass 26 is provided with a bypass valve 61 that is controlled to open and close.

This bypass valve 61 faces the bypass 26 provided by bypassing the throttle valve 74, and is controlled to open and close by a pulse current, and the cross-sectional area of the bypass 26 is changed depending on the amount of lift. The drive unit is driven and controlled by the output of 60. That is, the control circuit 60 generates an opening/closing cycle signal to control the drive unit, and the drive unit adjusts the lift amount of the bypass valve 61 based on this opening/closing cycle signal.

An exhaust gas recirculation (hereinafter referred to as EGR) control valve 90 controls the passage between the exhaust pipe 70 and the intake pipe 96, and the amount of EGR flowing from the exhaust pipe 70 to the intake pipe 96 is controlled.

Therefore, by controlling the injector 72 in FIG. 3, the air-fuel ratio (
A/F) control and fuel increase control can be performed, and engine speed control (ISC) at idle can be performed using the bypass valve 61 and injector 72.
The amount of GR can be controlled.

FIG. 4 is an overall configuration diagram of the control circuit 60 using a microcomputer, which includes a central processing unit 102 (hereinafter referred to as CPU), a read-only memory 104 (hereinafter referred to as ROM), and a random access memory 106 (hereinafter referred to as ROM).
(hereinafter referred to as RAM) and an input/output circuit 108. The CPU 102 calculates input data from the input/output circuit 108 using various programs stored in the ROM 104, and transfers the calculation results back to the input/output circuit 108.
Return to 8. The intermediate storage required for these operations is RAM.
106 is used. CPU102. ROM104.
RAM106. Various types of data are exchanged between the input/output circuit 108 using a data bus, a control bus, and an address bus.
This is done by a pass line 110 consisting of a bus.

The input/output circuit 108 inputs and outputs 1-bit information to a first analog-to-digital converter 122 (hereinafter referred to as ADC1), a second analog-to-digital converter 124 (hereinafter referred to as ADC2), and an angle signal processing circuit 126. Discrete input/output circuit 128 (hereinafter referred to as DIO) for
).

ADC1 includes a battery voltage detection sensor 132 (hereinafter referred to as VBS), a cooling water temperature sensor 56 (hereinafter referred to as TWS), and an atmospheric temperature sensor 136 (hereinafter referred to as TAS).
! Voltage generator 138 (hereinafter referred to as VR8), throttle sensor 140 (hereinafter referred to as ○TH8), and oz sensor 14
2 (hereinafter referred to as 02S) is added to the multiplexer 162 (hereinafter referred to as MPX), and the output of MPX162
One of them is selected and inputted to the analog-to-digital conversion circuit 164 (hereinafter referred to as ADC). A
The digital value that is the output of DC 164 is stored in register 166.
(hereinafter referred to as REG).

In addition, the output of the flow rate sensor 24 (hereinafter referred to as AFS) is AD
The signal is input to C2.124, converted into a digital signal via an analog-to-digital conversion circuit 172 (hereinafter referred to as ADC), and set in a register 174 (hereinafter referred to as REG).

The angle sensor 146 (hereinafter referred to as ANGLS) outputs a signal indicating a reference crank angle, for example, 180 degrees crank angle (hereinafter referred to as REF), and a signal indicating a minute angle 1, for example, 1 degree crank angle (hereinafter referred to as PO8). The signal is then applied to the angle signal processing circuit 126, where the waveform is shaped.

DIO (128) has an idle switch 148 (hereinafter referred to as ID) that operates when the throttle valve 74 has returned to the fully open position.
LE-3W) and top gear switch 150 (denoted as LE-3W)
(hereinafter referred to as TOP-8W) and starter switch 152
(hereinafter referred to as 5TART-8W) is input.

Next, a pulse output circuit and a controlled object based on the calculation results of the CPU will be explained. Injector control circuit 1134
(hereinafter referred to as INJC) is a circuit that converts the digital value of the calculation result into a pulse output. Therefore, the pulse INJ having a pulse width corresponding to the fuel injection amount is INJC113.
4 and is applied to the injector 12 via an AND gate 1136.

Ignition pulse generation circuit 1138 (hereinafter referred to as IGNC)
is a register that sets the ignition timing (hereinafter referred to as ADV)
and a register (hereinafter referred to as DWL) for setting the primary current supply start time of the ignition coil, and these data are set by the CPU. This pulse IGN is applied via an AND gate 1140 to an amplifier 62 for generating a pulse IGN based on the set data and supplying a primary current to one ignition coil.

The opening rate of the bypass valve 61 is controlled by the control circuit (hereinafter referred to as 15CC).
) 1142 through an AND gate 1144. l5CC1
142 has a register l5CD for setting the pulse width and a register l5CP for setting the pulse period.

The EGR amount control pulse generation circuit 1178 (hereinafter referred to as EGRC) that controls the EGR control well 90 includes a register EGRD that pots a value representing the time or interval ratio (duty) of the high/low state of the pulse, and a register representing the period of the pulse. It has a register EGRP for setting values. This E
GRC output pulse EGR is applied to transistor 90 via AND gate 1156.

In addition, the 1-bit input/output signal is transmitted through the circuit DIO (128
) is controlled by As an input signal, IDLE-
There are SW double signals, 5TART-8W signal and TOP-5W signal. Further, the output signal includes a pulse output signal for driving the fuel pump. This DIO is a register DDR1 for determining whether a terminal is used as an input terminal.
92 and a register DOU for latching output data.
T194 is provided.

The mode register 1160 is a register (hereinafter referred to as MOD) that holds instructions for commanding various states inside the input/output circuit 108.
For example, by setting an instruction to this mode register 116o, the A N D gate 1136,
1140, 1144°, and 1156 are all activated or deactivated. By setting the command in the MOD register 1160 in this way, I NJ
C, IGNC.

It is possible to control the stop and start of output of l5CC and EGRC.

A signal DIOI for controlling the fuel pump 32 is output to DIO (128).

Therefore, by applying this type of EEC, almost all controls related to internal combustion engines such as A/F control can be performed appropriately, and it is possible to fully meet the strict exhaust gas regulations for automobiles, while also achieving excellent fuel efficiency. You can get the engine.

By the way, in controlling the A/F in such an EEC, for example, control data for the injector 72 is obtained from data AF24 representing the intake air amount and the engine rotation speed N,
It is well known that the result is corrected by feedback control using data from the 02 sensor 142 to obtain a predetermined A/F. According to this type of control technology, variations in mechanical parts, sensors, and actuators Even if the injection pulse deviates from the value that provides the optimal air-fuel ratio state due to changes over time or environmental changes, the concentration of a specific component in the exhaust gas is detected by the Oz sensor 142, and feedback correction is made in accordance with this detected value. Therefore, the injection pulse is always controlled to the optimum value.

However, such control works effectively when the engine operating condition is steady or changing slowly, but in transient operating conditions where the engine operating condition changes suddenly, the air-fuel ratio Since the feedback correction cannot follow the operating conditions, the air-fuel ratio state of the engine deviates significantly from the optimum value. For this reason, the purification efficiency of the catalytic converter, which aims to reduce harmful components in exhaust gas, is significantly deteriorated.

On the other hand, when the air-fuel ratio deviates significantly like this.

Learning control has been proposed as a method to optimize injection pulses. As an example of learning control, Japanese Patent Application Laid-Open No. 57-2622
There is Publication No. 9. According to this method, the average value of the air-fuel ratio correction coefficient determined by the concentration of a specific component in exhaust gas when the engine is in an idling operating state is determined, and the error correction amount is controlled by learning so that the average value falls within a predetermined range. Calculate the average value of the air-fuel ratio correction coefficient determined by the concentration of specific components in the exhaust gas when the two engines are operating at a specified rotation speed different from idling, and correct the error so that the average value falls within the specified range. The amount is determined by learning control.

The overall error correction amount is determined by determining a component that varies depending on the rotational speed from the error correction amounts for idle and non-idling conditions as a function of rotational speed.

However, this type of method has problems such as an increase in the amount of programs due to the difference between idle and non-idle processing, convergence of the error correction amount by learning control, and unambiguousness of the correction amount depending on the rotation speed. As mentioned above, no consideration was given to correction in a transient state where the engine load state changes suddenly.

[Effect]

According to the present invention having the above configuration, since the target value generator is equipped with an acceleration pattern storage device capable of outputting a plurality of acceleration patterns, a speed suitable for the driving skills, characteristics, or driving conditions of the driver of the vehicle is determined. This is something that can be obtained.

〔Example〕

Next, embodiments according to the present invention will be described.

The hardware configuration of the embodiment of the present invention may be dedicated hardware, but it may be the same as the conventional EEL explained in FIGS. 3 and 4, or the hardware configuration shown in FIG. Using the control circuit configuration shown in Figure 5, an acceleration sensor 25 (hereinafter referred to as GS) is added to measure longitudinal acceleration, and the configuration shown in Figure 5 is adopted, and a microcomputer is included in order to achieve the purpose of the present invention. This can be realized by making the control operations by the control circuit 60 different, and therefore by making some of the programs stored in the ROM 104 different.

In order to solve the above-mentioned problem, it is necessary to be able to sufficiently control short-term fluctuations in driving conditions such as when starting from a single start and accelerating/decelerating from constant speed running. However, it is said that transient state control like the one in this case is easy in theory, and in the case of a car, there is a certain time interval between when the driver steps on the accelerator pedal and when the car actually accelerates.
The so-called dead time makes things even more difficult. Many drivers experience the harmful effects of this wasted time on driving a car.

The causes of this are a delay in the arrival of the air-fuel mixture, a gradual rise in torque due to the sequential explosion of each cylinder, inertia of the engine structure, and other factors.

Amid such technical difficulties, in order to achieve the above objects, the present invention provides (1) a means for predicting a response for the purpose of compensating for response delays due to dead time, and (2) a reliable means for predicting transient states. An acceleration control method was adopted for the purpose of control.

The above prediction means is a first-order linear model.

That is, this linear model is a linear approximation of the behavior characteristics of an actual engine in the vicinity of a characteristic finite number of operating states among continuously changing operating states during transient operation. As a linear model used as a prediction means,
From these plurality of linear models, a linear model approximated in the characteristic operating state closest to the operating state of the actual engine is selected. It should be noted that these linear models do not have dead time that actually exists, and the response of the engine at the control period one step ahead of the current control period to the operational input at the current control period, such as acceleration, rotational speed, engine speed, etc. Provides predicted values such as fuel ratio.

The above acceleration control means has the following effects.

That is, in controlling a transient operating state, the response of the engine is of course changing from moment to moment, and furthermore, the control target value itself may vary. In order to fully understand the operating state of the engine under this situation, it is insufficient to measure only the rotational speed and the air-fuel ratio, and it is necessary to monitor changes in each over time. In particular, it is important to understand the longitudinal acceleration given as the time derivative of the rotational speed or the time derivative of the vehicle speed, as this is a factor that directly affects drivability, acceleration, and ride comfort, so it is important to understand the longitudinal acceleration given as the time derivative of the rotational speed or the time derivative of the vehicle speed. It is extremely important for control.

In other words, this operation becomes possible by understanding the longitudinal acceleration, and transient driving conditions can be controlled in more detail, making it possible to improve drivability, acceleration, and ride comfort.

Figures 1 and 2 show a first implementation of the present invention. First, the content disclosed in this embodiment can be roughly divided into a first system related to acceleration control including a target value generator 3 and a standard acceleration pattern memory 4, and a linear model 1. State observer 2. The system is divided into a second system related to exhaust gas countermeasures, including the following: Each element will be explained individually below.

The linear model 1 has the same input as the engine that is the controlled object 6,
In other words, the swarator opening degree θth, fuel injection time T+, exhaust gas recirculation amount δPR, and ignition timing δIT (however, δ represents the deviation from the standard setting value) are accepted, and the longitudinal acceleration G, fi of the vehicle body is calculated as the corresponding output. Seki rotation speed N,
The respective estimated values G, N, (AIF) of the air-fuel ratio A/F are given.

Linear model 1 has a finite number of operating states, namely G.

One value is provided for each characteristic value combination in N, A/F, and these are provided for each characteristic value combination in G, N, A/F.
The input Ot of the controlled object 6 in the vicinity of each value of F
It is determined by linear approximation of the response to each of h g'rllδPR and δIT, and G, N, A/F
Depending on the combination of values of It is used to calculate the values G, N, and A/F. What should be patented about the linear model 1 is that although it explains the response of the controlled object 6 to the input, it does not have the response delay time, so-called dead time, that exists in the controlled object 6. From this feature,
When an arbitrary input is applied to the controlled object 6 in an arbitrary operating state, an estimated value of the output that appears after the dead time has elapsed can be immediately obtained, and the first point of the present invention is derived from this point. That's what I do.

The linear model 1 is selected based on the output G of the controlled object 6.

N, A/F and estimated values G, N obtained from linear model 1.

(A/F) is corrected by a deviation from a value obtained by delaying (A/F) by the dead time existing in the controlled object 6 by the dead time element 7 by seconds. This deviation means an error of the linear model 1 or a load fluctuation in the controlled object 6. Furthermore, learning control can be realized by accumulating this correction process as experience and replaying this correction process when the same situation is encountered again.

Next, the state observation device 2 will be explained. One method of constructing a control law when considering a plurality of inputs and outputs for the controlled object 6 as in this embodiment is to use a well-known state monitor.

The function of the state observation device 2 will be explained. First, the inputs θth, Tt, δPR, δIT in linear model 1 are collectively denoted as a vector U, and the estimated values G, N, (A/
F) are collectively written as vector Y.

If the internal state that supports the behavior of linear model 1 is denoted by vector X, then the state equation of linear model 1 is expressed as
If 1 is the previous sample time, then X (n) = A
X (n -ko,) +BU (n -1
) −(1) However, U=[θ thTy δ PRδ summer'r]t. Here, A, B, and C are all constant matrices,
These are the transfer function matrix T of the controlled object 6 shown in equation (5)
(Z) is determined by equation (6).

Here, Z indicates the Z transformation of the sample value, ... (5) T (z) = C (Z knee A) - LB - (6
) Also, for example, Tl1(Z) is the transfer function of G to Oth, T22(Z) is the transfer function of N to TI, Taa(Z
) is the transfer function of (A/F) to δIT, etc.

If a new matrix G is selected such that all the eigenvalues of the matrix (A-GO) are within the unit circle, the estimated value X of the internal state variable X can be obtained from equation (7).

X (n) = (A-GO) X (n 1) + B
U(n-1)+GY(n-1)-(7) Respective target values Q and N of speed and sudden ratio.

LQI optimal regulator control is performed from (A/F) (hereinafter referred to as Y) and the deviation of estimated values Q, N, and (A/F) by linear model 1. The evaluation function J is expressed as equation (8). Here, Q and R are parallel to the weight rows.

+δU(n)RδU(n) ) −(8) However.

δY (n) = Y (n) −Y (n −1)
−(9)δ[J (n) =IJ (n) U (
n 1) −(10)...(11). In equation (11), the optimal din is determined as follows. At this time, the matrix P is a solution of the piccati equation of equation (13).

However, as described above, the estimated state variables are obtained from the state observation device 2 based on equation (7), and from this, the optimal control U is generated from the controller 5 based on equation (11).

Next, the target value generator 3 will be described. Target value generator 3
is the accelerator pedal input AP and the estimated value Y of linear model 1.
Y-e-Ls based on and the output G, N, A/ of the controlled object 6
A deviation (hereinafter referred to as ΔY) from F (hereinafter referred to as Y) is input, and a target value Y of the controlled variable is output. Target value Y
When controlling a transient operating state, it is generated as a time variable and the manner in which it changes over an hour is set in advance, or it is calculated according to the sample time.

In the present invention, longitudinal acceleration G is taken up as something that particularly requires control in a transient operating state.

For example, the 6th acceleration is particularly problematic regarding the longitudinal acceleration G.
When the accelerator pedal input AP is applied in a stepwise manner as shown in Figure (a), vibrations as shown in Figure (b) usually appear in the longitudinal acceleration, which is a large vibration that causes passenger discomfort than before. It was a factor. In contrast, in the present invention, as shown in FIG. It is characterized by eliminating discomfort and improving drivability, acceleration, ride comfort, etc. at the same time.

The figure (d) shows the rotational speed corresponding to the mode of G1.

However, the uniqueness of the target longitudinal acceleration G1 is easily lost due to a wide variety of factors such as the mechanical characteristics of the vehicle body, road surface/environment/load conditions, or the drivability and acceleration desired by the driver. It is no longer possible to deal with each of these complicated factors by calculating Yn using simple calculations. That is, in this case, as shown in FIG. It is stored as variable data, and only one of these finite standard acceleration patterns is determined depending on the various factors mentioned above, that is, the deviation ΔY or the signal signa1g from the driver or other measuring instruments or controllers installed in the vehicle. When a plurality of factors are selected or when a plurality of factors occur simultaneously, a standard acceleration pattern is created by averaging or combining standard acceleration patterns corresponding to each factor. Also, N*
.

(A/F)" may be calculated according to the data of G", or may be stored in the standard acceleration pattern storage 4 in the same manner as 00 as a standard pattern.

If the target value is a constant value or changes only slowly, fixed value targets G'' and N'' are set as shown in FIG.

(A/F)" There is no problem as a control system that determines fi.

Based on the configuration diagram of FIG. 1, the calculation process in the present invention will be explained with reference to FIG. First, accelerator pedal input AP
As soon as it is detected, the calculation starts (80). Next, the initial value Yo'' of the target value of the control amount is read (81). At this time, the other initial values are Yo'' 0.

Let Y 1 = O, Y o = O, and X o = O. The first manipulated variable U for the order n of the control cycle is created (82). According to equation (16), the output of the controlled object 6, that is, the controlled amount Yn, and the estimated value Yn of the linear model 1
The deviation ΔYn from -1 is calculated (83), L is dead time (seconds), and Q-LS is applied to East-1 to synchronize with Yll.

ΔYn= (Yn-tea-Yn)
-(16) Next, the linear model 1 is selected and modified again as necessary depending on the smallness of ΔYn (84). The estimated value Y1 of the current control amount is estimated using the subsequent linear model 1 (85). Xn is derived from the manipulated variable U0 and the estimated value Y1 according to equation (7) (86).

Further, time series data G* as a standard acceleration pattern is selected or modified from the memory 4 as required from the deviation Δ9n and the signal Signal (87). Based on the obtained time series data G1, the acceleration target value Gn"x" for the next control synchronization n+1 is extracted, and the acceleration target value Gn"x" for the next control synchronization n+1 is extracted, and the acceleration target value Gn"x" for the next control synchronization n+1 is extracted, and the other control synchronization iN-+x is calculated or selected from the storage device 4.
", (A/F)-+z" tt is calculated and the target value Yn+t of the control amount is determined.

Finally, the target value Y n + 1° in the n+1 period
and Yn, which is the estimated value of the output of the controlled object 6 in the n+1 period, and the estimated value of the internal state in the n-th period)(, and the operation that is the optimal control input according to (1, 1) If the configuration described above is used, which calculates the quantity U n ``s'' and repeats the calculation process in the next control cycle, it is possible to avoid various negative effects from dead time that exists in the controlled object, and at the same time, it is possible to input multiple variables. It accurately solves the problem of optimal control in the output system, making it possible to control transient driving conditions such as starting, acceleration, and deceleration in response to vehicle differences, environmental and load conditions, and even the driver's sensibilities.

U1 Colonel FIG. 8 shows a configuration diagram of a second embodiment of the present invention.

The basic difference from the first embodiment is that both the control amount and the operation amount are scalar amounts, and the rotation speed N is the same.

The point is that the throttle opening degree is Oth. Linear model 1 takes the input as Oth and obtains the estimated value G of longitudinal acceleration. Also, the longitudinal acceleration G obtained as the output of the controlled object 6
The configuration is such that the linear model 1 is reselected or modified as necessary based on the deviation from a, e-, and LS, which are synchronized with G by delaying G by a dead time L (seconds). Here, linear model 1 is a transfer function with Oth as input and G as output.

The controller 5 is manually inputted with the deviation between the target value G'' of the longitudinal acceleration and the estimated value G, as well as the target value G'' of the rotational speed and the rotational speed N of the controlled object 6 and the deviation. control or PID control.

In particular, the deviation N''-N is large, that is, transient operation state 1
In A, the weighted control law is focused on relatively minimizing the deviation G -G, and in the middle 8, the weighted control law is focused on minimizing the deviation N'' -N when the deviation G -G is small, that is, in the constant speed driving state. As a result, longitudinal acceleration G and rotational speed N can be controlled in a complementary manner, and the longitudinal acceleration G and rotation speed N can be controlled in a time-sharing manner to follow the target value series of longitudinal acceleration during transient operation and rotation during constant speed operation. Fixed value control of speed can be achieved.

According to the embodiments described above, the behavior of an engine with dead time can be estimated in real time, and this estimation means is corrected to give the best estimation according to the operating state and load condition of the engine. Therefore, regardless of constant speed operation or acceleration/deceleration, it is possible to control one of the control variables, longitudinal acceleration, two rotational speeds, or air-fuel ratio, or if they are multiple, simultaneously control them.This makes it possible to control the fuel efficiency. Cost efficiency, exhaust purification performance, acceleration performance, drivability, and ride comfort can be significantly improved.

〔Effect of the invention〕

As described above, according to the present invention, since the target value generator is equipped with an acceleration pattern storage device capable of outputting a plurality of acceleration patterns, acceleration suitable for the driving skills, characteristics, or driving conditions of the driver of the vehicle can be determined. Obtainable.

[Brief explanation of the drawing]

FIG. 1 is a block diagram showing an embodiment of the present invention, FIG. 2 is a block diagram thereof, FIG. 3 is a schematic diagram showing an example of electronic control of an engine, FIG. 4 is a block diagram of a conventional control circuit, and FIG. 5 is a block diagram of the control circuit of the present invention, FIG. 6 is a characteristic diagram showing the temporal characteristics of the accelerator pedal input and vehicle longitudinal acceleration, etc., and FIG. 7 is a flowchart showing the calculation process of FIG. 2.
Figure 8. FIG. 9 is a block diagram showing another embodiment. 1... Linear model for predicting engine response, 2... State wtm device, 3... Engine operation target value generator, 4...
- Standard acceleration pattern memory which is time series data of target values, 25... acceleration sensor.

Claims (1)

[Claims] 1. A sensor that detects the operating state of each part of the internal combustion engine, a target value generator that generates a preset operating characteristic target value, and a control that outputs an operating control signal based on the detected operating state value and the operating characteristic target value. A control device for an internal combustion engine, characterized in that the target value generator includes an acceleration pattern storage device that stores a plurality of mutually different acceleration patterns in advance and can selectively output them. Engine control equipment.